Rotary distance train-control mechanism



March 1929- P. J. CLIFFORD ROTARY DISTANCE TRAIN CONTROL MECHANISM Filed Jan. 15, 1926 7 Sheets-Sheet l nwntwkwk \EN m DU mu 7 "MAN n ESQ m 0 KN L1: m v v N o s 1\ k u 1/ hag M l w m I- whm 3 \R N8 n QNN Hu rbfi 7 K3 mm mm @W o h. Mwi .33 mg v 44 Patrick J Gifford,

March 19, 1929. P. J. CLIFFORD I ROTARY DISTANCE TRAIN CONTROL MEOHANISM Filed Jan. 15, 1926 7 Sheets-Sheet 2 77 DISABL/IVG VALVE March 19, 1929. CLIFFORD 1,705358 ROTARY DiS'IANCE TRAIN CONTROL" MECHANISM Filed Jan. 15, 1926 I '7 Sheets-Sheet 5 Inventor.-

Patnz'ck J Clg ji'and, iw/zdQ/Z, Was/M A ye.

March 19, 1929. CLlFFORD I 1,705,658

ROTARY DISTANCE TRAIN CONTROL MECHANISM Filed Jan. 15, 1926 '7 Sheets-Sheet 4 Fig. .5

MAI/V mssmvo/R PRES-WIRE fizvenior:

Painz'ck J: C'Zfiford, %4 fi%w/ g @11 8.

March 19, 1929. J, I F 1,705,658

ROTARY DISTANCE TRAIN CONTROL MECHANISM Filed Jan. 15,1926 '7 Sheets-Sheet 5 I nuenfor: Pattie]: J Clg om, m fifi fi H -1 March 19,1929. J, CLIFFORD 1,705,658

ROTARY DISTANCE TRAIN CONTROL MECHANISM Filed Jan. 15, 1926 7 Sheets-Sheet 6 March 19, 1929.

P. J. CLIFFORD ROTARY DISTANCE TRAIN CONTROL MECHANISM POL E L/IV .S

Filed Jan. 15, 1926 '7 Sheets-Sheet '7 3 disabling Patented Mar. 19, 1929.

entree, stares ear-ear titans PATRICK a. surreal), or FALLS, rn'rinsYLvAnIA, hesitat on. 'ro TRAIN contra-on con- PORATION or mission, or new roan, ii. A coaronarroii or DELAWARE.

ROTARY DISTANCE risein-ooivrnon MEcHAnIs'M.

Application filed January15, 1926. Serial No. 81,457.

Gne object of the invention is to provide control mechanism located on the engine or vehicle for controlling the brake mechanism ofthe' train under various conditions, said mechanism including a speedometer controlling certain circuits in cooperation with rotary distance control mechanism, the operaunder control a ment-s being shown to lead to an understanding of the general actions, the details being shown in other figures.

Fig. 2 is a sectional'vieiv of. the automatic air valve, which reduces equalizing reservoir pressure for an automatic application of the brakes and other parts of the apparatus.

Fig. 2 is a view looking from the right of 2. V l igs'. and lare sectional views of the k, valve lock. I Fig. 5 is a detail view of the means for operating the speed indicator.

Fig. 6 is a further diagram of engine equipment.

Figs. 7, 8 and 9 are views of the engineers disabling valve.

Fig. 10 is a view of track circuits. Fig. 11 is a diagram of theprimary relay. Fig. 12 is a iew of spring means for returning the gear N.

The system will include track circuits-and some oi the other features shown in my prior application by which, when the vehicle is in the block pr ceding the caution block, an advance caution indicatipi'i will be given in the cab of that vehicle, due to a reversal of polarity in the track rails of this advance caution block.

The caution block is electrically dead and the occupied block has its trailic rails energized with a current of normal polarity, this current being imposed on said rails as a consequence of the vehicleoccupying this block with clear conditions ahead, and this imposed currentmay be additional to that of the ordinary wayside signal current, or it may be used alone when the system is installed in; territory not equipped with Wayside signalling means. 5

The system is one of continuous control. The en'gineers cab, besides having automatic brake apparatus, is equipped with signals to show thetraltic conditions. One or the other continuously indicate to theenginee'r the traffic conditions and the changes taking place therein. I i

The system may be used either with or without roadside signals. v

The apparatus includes, generally spealo,

ing, an automatic air releasevalve EAV controlled by a solenoid for automatically causing (as described later) a brakeapplication when the saidsolenoid 30 is deenergized as a consequence of unsafe conditions. existing in advance and the engineerfailing to act. abling' valve indicated generally at 'B for closing the pipe leading from the main reservoir to the engineers automatic brake valve H, of the Westinghouse system, so thatwhen the automatic air release valve EAV operates to cause an automatic brake application, the engineer will be disabled from recharging the train line and defeating braking until sate conditions again exist. He may, however, make a further brake pipe reduction manually, to augment the braking which has been brought on automatically.

There is also a disabling valve lock DVL to maintain the disabled condition of the engineer tor a prescribed period or until conditions of safety have been attained, as will be described later. I r

The automatic air brake system is op mated by equalizing reservoir air pressure and in causing an automatic brake application the opening ofvalve EAV reduces equalizing pressure in the equalizing piston chamber of the engineersautomatic brake valve H of the Westinghouse system, allowing the equalizing piston of said chamber to rise and cause a brakeapplication proportionate to the speed. In'case of breakage of any of theparts of the automatic air brake apparatus, resulting in the loss'jot' equalizing reservoir airpressure, an autovThere is also an engineers 'dis-' tries.

of these signals is displayed at all times to, V

, the engineer observes the two signals yellow will know that and green persisting at the same time in his, cab, he will know that he is in the advance caution block; that is, the block in advance of the caution block,and that he is approaching said caution block.

roadside signals are employed, though these are not necessary where our continuous cab signals are used, the engineer, when he observes the advance caution signal, he is approaching a yellow board. I

The electrical apparatus on the vehicle includes a polarized primary relay PR which picks up current from the track and controls the automatic brake apparatus and also the cab signal system. The cab signal system, as well as the automatic air brake solenoid 30, are controlled, generally speaking, by the conjoint effects of the electrical condition of the block through the primary relay PR and the speed of the train.

Entering into this control is a speed indicator SI having an electric current distributor CD for closing difierent circuits under different traffic conditions, and there is'also a rotary distance control mechanism RDC also having an electric current distributer at, both of these mechanisms being operated from the axle of the moving vehicle, as will be more fully described. later. The rotary distance control RDC under safe conditions is inactive, but when unsafe conditions exist this rotary distance control comes into play and at certain. moderate speeds defers automatic braking for a certain distance of travel. 01 the train into the cation bloclc 7 There is also a lock LO which acts in connection with the rotary distance control mechanism, that is, when unsafe conditions exist and when this rotary distance concontacts C and 35m of the rotary distance control mechanism RDC.

Taking up the mechanism more in detail and referring to Fig. 2 and the diagrams, the speed indicator hand SIH of the speed indicator ST is operated over its fixed dial through a pinion pi, Fig. 2 rack bar 6, lever 7, pinion and rackS, 9, and cam 9", on the shaft of the gyroscopic weight 15. This shaft is journaled in a shaft 11, which is rotated through gearing 16 from the shaft 3 which is driven from the axle of the vehicle by any ordinary flexible shalt. On the same sleeve with the indicator hand STE there is mounted a contact arm SIC, see the diagram 1 and Fig. 2, to move over segments of an electric current distributer JD to close diiierent circuits. Ti distributor ias a contact segment HSS for high speed,

a se ment 35 for thirty-five miles Jcr hour a ten mile per hour segment 10, a no speed segment OS, and a prohibited high speed segment PHS. he circuits controlled by these segments and the speed indicator contact SIG will bedescribed later.

As shown in the diagram Fig. 1, the rotary distance control elements proper may comprise worm PS, the shaft 1 of which is coupled by a universal or other flexible joint with the shaft 8, although, as hereinafter pointed out, this worm and its pivotally mounted shaft maybe dispensed with and other means of drive maybe cmplo ed, and this will be later described in conn u with Fig. 2. The shaft 1 of the worm DS carries an armature am of distance relay n agne ts DR.

Then these magnets are energized through the primary relay lll, thearmalure m" and shaft l will he held in vertical position and the worm will not be in mesh with the nn'itiiated gear N of the rotary distance control RDC, but when the contact arm of primary relay assumes neutral sition by reason oi not receiving current .0111 the track rails, the magnets DR will be deenergizcd and the armature a? will fall leftward and the worm D8 will en age the mutilated gear and begin torotate it in either one direction or the other, accordi g to the direction of the trains movement.

hen the arn'iature and worm fall leftwind, as just stated, the lock LO drops behind the block 4 carried by the shaft 1, and holds the worm in this position (even though the magnets may be again energized), until an advance caution condition is set up by the train in advance getting into the second block ahead which will supply a current of reversed polarity to the polarized primary relay of the vehicle in the advance caution block, causing this to reverse and make contact at Le, thus energizing magnet LM and liftin loci: LO, so that the armature or can be drawn to the right by the magnets DR and withdraw the. worm from the mutilated gear N.

This has fixed thereto contact arms C and m], working over a current distributor cal having contact segmentsr, y, 355', and there are insulated portions, on one of which the arm C normally rests, as in contacts L0, ad, AJZS, and HSAS. L0 is the contact controlling the circuit of magnet Llil of the lock LO. Contact Ad controls the circuit of the advance caution signal Y. Contact All-s is the high speed contact for the advance caution block.

contact.

Graduated muommic service application.

By referring to Fig. 2 it will be seen that the principles illustrated by Fig. 1 are embodied in a different mechanical organization of elements in which, for instance, instead of having a worm DS, a sliding pinion .syri cooperates with a mutilated bevel gear N, all as will be later described. This 2 is now referred to as showing how a graduated service application of the brakes can be effected. dependent upon the speed of the train, the control being exerted by the speed indicator SI. :lhe shaft 18, Fig. 2, of the speed indicator, which carries the pointer SIH and the travelling contact SIC, is connected with a valve member in the form of a hollow shaft 19. This turns with the indicator hand and contact to bring its openings 20, 21, 22, 23, one after the other, to register with companion openings 20, 21, 22 3 in a tubular casing 24.

suitably fixed in a receiver or chamber 25,

, Contact H5138 is the high sneed advance 51 71211 a r i a which receiver is divided into chambers by partitions 26. These chambersare to re ccive equalizing reservoir air pressure, one or more, according to the speed of the train. If the train is running at high speed, all the ports 20, 21, 22 and 23 will be open to their respective chambers, and upon the solenoid 30 becoming deenergized by reason of the vehicle'entering the electrically dead territory of a caution block, the valve Er'lV *ill open by weight of the core, and allow equalizing reservoir air to pass through port 27, where it will act upon bleed port plunger 28 and move it to the-right to close all of the bleed ports 29 of the various chambers, and the equalizing air pressure, having moved piston 28 to the right, will gain access through pa sage 31 and ports 19 to the rotary valve-tube 19, and througl'i its various ports to the several chambers, for, say a 251b, reduction, of

equalizing reservoir pressure' This will:

make a corresponding reduction in'the equalizing piston chamber; (D) of the If the train'is running at, say, a low speed when the EAV valve opens, the speed indicator will have turned to such a position that only the port 20 of the'rotary tubular valve 19 will be open, andon ly the left hand chamber will receive equalizing reservoir air, and therefore there will be a comparatively. light application of the brakes, and so at higher speeds the other chambers will be opened, one after the other so that. one or more are open at the same time according to speed, for receiving equalizing airpressure and thus reducing pressure in the said chamber D for the opening of the BPErr port of the engineers automatic brake valve, for a heavier application.

Engi-neersdisabling melee.

and thus disable the engineer from recharging the train pipe and releasing the brakes. The operation of this valve is as follows, referring to Flgs. 7, 8 and 9.

The equalizing reservoir pressure passing through the opened valve EAV and the pipe 51 passes through conduit 51, check valve 51, port 51 into chamber 51 and pushes piston B to the right until the annular loching groove B comes opposite the locking plunger Biwhich is now free to move into this groove, which it now does, owing to the leftward movement of the piston B which movementis no longer resisted by the plunger B the latter enterin the'groove B as a consequence of the inclined side of locking notch working under the plunger. The piston 13 moves leftward because 01"- equalizing air pressure from pipe '51 acting upon its end. The leftward movement of this piston continues until the locking notch B inthe piston 13 comes under the locking plunger B at whi 11 time a port 51 is uncovered, admitting equalizing air pressure to the right of piston B which, aided by the pressure of the spring l3", moves said piston leftward, thereby causing the inclined wall ot'groove B to force the locking plunger B into-the notch 13, which locks piston B in its leftward posit-ion. Now when tbie piston B moves to the left, it moves lever B which is keyed to a shaft B, which rotates two discs B and B which are keyed to each other by a key 1 This motion of the lever B turns the discs close opening B in a stationary disc or partition 3, and this cuts oii communication between the pipes 50, 50, bus cutting oil the supply of main reservoir air from the engineers automatic brake valve H and therefore preventing Ihim from recharging the train line until after the train has stopped (except under conditions. hereinafter mentioned}, and equalizing air pressure has bled away from the valve organization B back through pipe 51 and through bleed port 2:2, Fig. 2, to atmosphere. The rotary discs are held air sealed on their seats through air seal cavities which are in communication with atn'iospherc and by springs 13 The bleed port 227, Fig. 2, is controlled by the supplemental valve 22* attached to the core oi solenoid 30, that is to say, when the solenoid is energized and the valve EAV is closed, the supplemental valve will open. bleed port 22", Fig. 1., for the bleeding of the pressure from the pipe 51 andthe disabling valve to atuiospher, and when the solenoid is deenorgized and valve EAV opens, the. supplemental valve will close bleed port 22".

Disabling cal/o0 Z0070.

The disabling valve restored to normal position to open communication between the pipes 50, so that the engineer can then recharge the train line as follows: After the air has bled ofi from the right hand side of the piston 13* of the engineers disabl ng mosses valve through pipe 51 and port 22", the engineer can supply main reservoir air to the left hand sides of pistons J and B by opening valve D Figs. 3 and i. only, however, if the disabling valve lock DV L has as sumed release position, Fig. 3, due to the energizing of its magnet D and retractioirof its boltl) from push rod of the operating knob D. This magnet- D will. be energized under either of two'conditions. One of these is when the contact SIC of the speed in dicator gets on the no speed contact OS of the current distributer CD when the train comes to a stop, and the other condition is when the arm of the primary relay PR,

tons B and 13* of the engineers disabling valve to the right to normal position and thus open pipes 50, 50 for supplying the engineers automatic service valve H with air for recharging, the train line and releasing the brakes at the will of the engineer.

The parts shown in Figs. 3 and 4 we designate the disabling valve lock, because itinvolves the locking bolt 1), which prevents the engineer from opening valve D and supplying air to the disabling valve to restore it to normal position. When this locking bolt is retracted, however, by the magnet D the engineer, by pressing on the nob D", can open valve D, and thus deliver pressure from the main reservoir to set the disabling valve in open position.

In this restoring action of the engineers disabling valve the air pressure going through branch passes through check DI valve 13" intochamber 51 and operates piston B to the right against r ance of spring l3 untilloclnng groove B in the piston comes opposite the loc= A dog or plunger B which is then free to rise into this groove, which happens owing to the incline oft notch B of piston 3* working under it. Tris action takes place because )iston ll torcet. ri htward b air ores= l h .7 1

sure from the main reservoir through valve D when this is unlocked and operated by the engineer.

The piston B now continues its movement to the right, until notch B comes opposite the plunger When this happens a port 103 at the left of piston B opens and allows the pipe 57 to bleed air pressure oil from the valve D to atmosphere. The piston B now moves leftward under action. of the spring B and the disabling valve is thus fully-restored, and locked by plunger B agamst displacement by gar.

High speed clear block.

The appara us as shown in diagram Fig. 1 indicates the normal high speed. condition with the cab signal giving not1ce of the condition of the blo'ckbeing approached and the position of the semaphore of the fixed signal in advance, if roadside signals are used. I V 1 g It will be seen that each condition provides 1ts own circuit and as there cannot be two conditions existing at one and the same time, there will not be two circuits in operation at one and the same time. In Fig.1 we have a high speed circuit, and it is ob vious that all other circuits are open.

' The highspeed circuit shown in thisdiagrain is traced as follows: From plus of-the battery, through flexible shaft safety contact FS, through the brake solenoid 30 of air release valve EAV, circuit closer PHS, speed indicator contact SIC, high speed segment HSS and high speed contact 18, contact arm ofprimary' relay to fcflear contact- CL, through retarded magnets DR, and green light G to the negative p'ole of the battery. All other signals will be out, the red and yellow because contact C of the rotary distance control BBC will not be in til) engagement with either contact segments 1' or y thereof, worm DS being out of mesh with mutilated gear N. Advance caution signal Y will also be out, because the contact arm of primary relay PR will not be on advance caution signal contact Ad.

There is also a neutral circuit which is established only when "the primary relay is energized, traced as follows: From the neutral tap of the battery, primary relay co ntact CL, through the coils of relay green light to'the negative side of the bat It will be obvious from the d'iagra'infai'id the condition of the circuit shown thereon that if any of the energized wires break or open, a resultant brake application will take place, consequent upon deenerg'izing of the brake solenoid 30, viz, if the wire of the first circuit traced should break or open at high speed, an immediate brake applicatioi'i will result, but the green light will still p'ersist, and the engineer will thus be advised that the brake application resulted from the breaking of the circuit wire and not from absence of current from the track, so that this neutral circuit is merely a check circuit for the high speed circuit.

High speed a'clotmce caution 61007:.

7 This condition of the apparatus is one that follows when the engineer passes a clear sigblock where a reverse polarized condition of the trackage exists. I This changeshis cab indications byreversing the polarity of the primary relay. PR, causing its contact arm to 1 swing leftward on to LC, AD, AHS, and HSAS, during which action theretarded magnets DR will Inaintaint-he armature a? and worm DS 'picked up i p The circuit can be traced as follows From the plus of the battery, through flexible,

shaft contact FS, solenoid :30 of air release valve EAV, PHS, SIC, segment HSS, ad

'vance high speed contact AHS, primary relay arm to Ad, thIOllgli yellow light Y through coils of DR, green light and to the negative side of the battery. I

This circuit keeps the solenoid 30 of valve energized and holds the brakes off. The yellow and green lights give the engineer an indiration that he is approachinga caution signal, and if he does not govern the speed of histrain in accordance with this advance indication, he will receive an automatic stop at the nextboard.

Another circuit is provided from the neutral tapfof the battery, primary relay armature contact LC, -thr oughjthe coils LM of lock L0, to the negative side of-the'bat' V Thisgci'rcuit attracts the armature LO of the lock n' agnet 141M to its unlocked position. A third circuit is. established, traced as follows; from the plus of the battery through FS, solenoid30 of release valve E v,.. s2 s 0, .H st-h e te l i through Abs, through circuitbreaker 0b hereinafter described, throiggh the DV'L (di, I 'ng valve lock), tot e negative side of the battery, The-function of this circuit will b'edescribed lateiu. It may bebriefiy stated at this point, however, that the purposeof contact 'II'SAS is to release lock DVL (disabling valve lock) in the event that conditions such as throwing a SWllCll liavebrought on a brake applicat on and closed and'loeked theidisabling valve,

and thereafter normal conditions have'been High speed mama b16070. The condition of the apparatus here is one that results immediately after the engineer has disobeyed the -.1nd1cat1on and has passed the caution board into dead territory at high speed. As will be noted, energy arises warranting a release;

through 35921, through contact strip Wl18 35M, and negative side of the battery.

has gone from allcircuits above mentioned by reason of the primary relay being devoid of energy from the traclrand its contact arm having therefore assumed a neutral position. The only circuit established under this'condition is that traced as fol-- lows: from thejneutral tap ot the battery,

through rotary contact Cot the rotary distance control RDC, strip g through the yellow lightY, to the negative side of the battery, indicating to the engineer that he 'l'ias'received a brake application in caution magnet of disabling valve lock DVL so that he has a brake applicationand cannot release, owing to disabling valve lock DVL being in locked position, unless a condition It will be seen that the armature Law has dropped leftward and as the magnet LM is deenergized the lock LO has dropped behind collar 4:,

looking it in this position in connection with mutilated gear N.

The Worm D3 will cause the gear N to rotate until contact 35m carried thereby gets on the insulated segment 352', but during thistime the speed indicator contact SIC will be travelling anti-clockwise by reason of the train slowing down, until this contact arrives on the segment 35 of the speed indicator SI, when the solenoid 30 will again be energized and the automatic brake application will be lapped, the amount of brake application being determined by the distance between the location of SIC and 35 on the speed indicator dial at the time the braking took place. As said before, when this hand SIC arrives on the segment 35 a circuit will be established, traced as follows: from the plus of the battery, through FS, solenoid 30 of EAV, PHS, speed indicator contact SIC, segment 35, s, to

This will hold any further application from taking place until the worm DS has rotated the; gear N suiiiciently so that its mutilated part will be opposite the worm and contact 35m will be on insulation 352', when the last described circuit will again be open and another brake application will result, provided his train has not arrived to a point at or below 10 miles per hour, and the duration of this'application will be for the distance between the location of SIC and the segment 10 on the speed indicator dial. When the speed of the train is retarded so that the indicator handreaches the ten mile segment 10, another circuit will be established, traced as follows: from the plus of the battery, through FS, solenoidBO lioness release the brakes, owing to the disabling valve being locked in closed position, unless a condition arises warranting a release. Such a condition would be a reversal of polarity of the track circuit, due to the train in advance getting into the second block ahead; This reversal of polarity of the track circuit would cause the arm of the primary relay PR to swing leftward. This would energize the magnet oi the disabling valve loci; DVL through the mak ng of contact with HSAS, thus placing control of the opening of the disabling valve and the recharging of the train line in the hands or the engineer again through button D and furthermore the magnet LM will be energized through contact LC, the lock LO will be released and the worm D8 will be picked up bythe magnets DR, so that the entire control will be in the hands of the engineer again to proceed, or stop, as he desires.

Goatrol speed caution bloc/0.

The condition of the apparatus under this heading was effected whenthe engineer passed the caution signal at the moderate speed. say of thirty M P. H. It will be understood that the speed indicator contact SIC is now on the segment 35 and therefore a path of current is established from the plus pole of the battery, through FS,'30, PHS, SIC, segment 35, wire to 35m, segment 358, through wire 35M, to the negative side of the battery, thus energizing brake solenoid 3,0 and holding brakes off. At the same time a circuit is established. from the neutral tap oi? the battery, through rotary contact 0, segment 1 yellow light Y, to the negative side of the battery, thus giving the engineer an indication that he is in caution territory, and as the worm D8 has fallen leftward and isloclred in that position by the deenergization of the locking magnet LM, whose armature LO has dropped behind collar 4, the worm D8 will continue to rotate the gear N until its mutilated part arrives at the worm. happens the contact 35m will be on the insulation 2352', opening the only circuit through the solenoid and causing a brake application, which will persist until the train speed arrives at ten miles per hour, when the solenoid will be again energized through the ten mile circuit, as before de scribed, and the application lapped and lockedby the disabling valve lock DVL When this i IOU normal position until the rotary contact 35m I arrives on the insulation This will bring the train at this speed within braking distance of the home board where a sto) Wlll be aosolute, it the condition indicated by the home board persists.

Stop in caution bloc/J.

The condition of the apparatus under this heading is a continuationjof that just describd. The apparatus is at rest with the train standing still at the home board and the circuits in the following condition:

from the plus side or" the battery, through FS, 30, PHS', SIC, no speed strip OS, through re-energized solenoid contact D to the magnet of the disabling valve lock DVL, to the negative side of the battery. It will be obvious that under this condition the magnet 0t DVL is now energized, releasing the engineers disabling valve lock, and the engineer may now open the disabling valve and recharge the train line to release his brakes. The condition of the board and block in advance is indicated by reason of the circuit being established from the neutral tap of the battery, through travelling contact C, segment r, wire through red light It to the ne ative side of the battery, and as there is no current in look magnet LM, lock L0 is in locking position behind collar 4, it is obvious that he can only start up and proceed by the red board and into the occupied block at a speed not to ex; eed ten miles per hour, for it will be seen that it he should attempt to do so, speed indicator contact SIC will leave the ten mile segment 10 and open that circuit, which is the only one that can be in at this time under the condition as indicated by the semaphore and cab signal.

The rotary gear N is under tension of, say, a pair of reversely set spiral springs like clock springs, which will return it to normal position when the worm is drawn away from it.

It will be obvious also that it the caution block is entered at or below ten miles an hour, he can proceed through this block without a stop, provided he does not increase speed.

Entcrin occupied block, restricted speed.

The indication of the lights, green and lights be lit at the same time. The primarv relay is energized and is on contacts CL and and a circuit is established from the plus shle otthe battery, through FS, 30, PHS, SIC, ten mile segment 10, wire 10M to the negative side of the battery. It will be obvious that it he attempts to exceed a speed of ten miles, then speed indicator contact SEC will leave tne ten mile segment 10 and a brake application will result, by reason of deenergizing brake solenoid 30. The lock magnet LM is still deenergized and its armature LU has locked DS in its fallen position and the thirty-five mile contact 35m on the insulation 35%, e'll'ectually preventing any other circuit from coming into play undu' this condition. Thuswe have a condition that restricts the speed of the train in occupied territory.

We have shown in this diagram a circuit breaker ch in the wire HSAS leading from the high speed advance signal contact. This circuit breaker is opened by the con tact SIC when this gets on the ten mile per hour segment 10 of the current distributer CD,- so that in the event that the train is running at ten miles per hour with brakes applied and the conditions change to that of advance caution, under which the arm of the primary relay will. swing leftward and close on contact HSAS, there will be no energizing ot the magnet D of the disabling valve lock DVL, and theengineer cannot release his brakes while running at this low rate of speed of ten miles per hour,

as this would be unsafe, owing to the liability of pulling the train apart.

lVith the primary relay on CL and 71s and with contact SIC on the ten mile segment 10, there will be no energizing of the solenoid or magnet D of the disabling valve magnet would be open at OS, even though the circuit breaker c?) be not used.

Sequence 0 f operation.

High speed caution block: armature of primary relay PR goes to neutral, owing to absence of prescribed current in the track system. All primary relay contacts are thus broken. Magnets DR will deenergize and armature a1" and worm DE: will fall leftward, aided by spring as, allowing lock L0 to drop behind shoulders a rs.

Solenoid 30 will be deenergized by reason of the armature of relay PR assuming neutral position and breaking circuit between high speed contact-7L8 and clear contact CL. The brakes will be applied immediately.

lock DVL, because the circuit including this When thebrakes are applied, the engineers disabling valve is operated as in the Clifford system, to dlsable the engineer from recharging the tram line and, releasmg the brakes. This valve, wnen indisfit abling position, is maintained closed by lock DVL. This lock is controlled by a magnet which is energized to release the lock When the train comes to a stop, with contact SIC on no speed contact OS, and contact at D closes consequent upon reenergizing of solenoid 30. Thereupon the ca gineer can recharge the train line.

I Reverting to armature a7": when this fails to the left the worm DS meshes with mutilated gear N. and this begins to turn, according to the direction of movement of the engine, either forward or backward. In either case, the rotating contact C will ongage one of the fixed contact strips fl/, and the yellow light Y will take the place or the green light G and yellow light Y This yellow light Y will be maintained until the train almost comes to a stop. The red light will then come on, yellow will go out, and red will persist, while the vehicle is still in the caution block, or on dead territory.

This coming on of the red light will be due to strip r being engaged by contact C in either direction, according to the train movement.

Now considering what takes place at the speed indicator SI and its associated contacts: it will be seen that soon as the solenoid 30 is deenergized and the train slowing down, the contact hand SIC will travel anti-clockwise towards zero, and make contact with the thirty-five M. P. H. strip 35, which will close the thirty-five M. P. H. circuit 35M through rotary contact 35m, and the solenoid will be reenergized and the train will continue to run along, gradually slowing down under the application already made, and maintained by reason of the locked disabling valve.

This tl'iirty-five M. P. H. circuit may be traced as follows: from plus of battery, to flexible shaft safety contact FS, solenoid 30, circuit closer PHS, speed indicator contact SIC, thirty-five mile strip 35, rotary contact 35m at the mutilated gear, strip 35s, circuit wire 35M, to minus of battery. This circuit will be maintained. and consequently the solenoid will be maintained reenergized until the speed of the train gets down to, say, 15 M. P. H., when the solenoid will be deenergized again and a secondary brake application will go on. This will be due to the completion of the rotation of the mutilated gear bringing its contact 35m onto insulation breaking the thirty-live M. P. H. circuit at this point. This secondary braking will persist until the speed indicator hand SIC has reached the ten M. P. H. contact 10, whereupon the solenoid will be again reenergized through SIC, strip or contact 10., and then through wire 10M to minus of battery. The train is still slowing down, as the secondary brake application still persists, owing to the engineers disabling valve remaining locked or set in position to disable the engineer from recharging thetrain' pipe and releasing the brakes. on reaching zero position, the contact hand SIC gets partly on the no speed contact OS, when the train comes to no speed or a stop. This contact hand is now bridging the insulated joint between the st ns 10 and OS. The solenoid ren 'ns energized. A circuit will now be closed ilrom contact hand SIC, through strip or contact OS, solenoid contacts D (which will close when solenoid is reenergized), and DVL (div abl'ing valve lock), to minim o't battery. As a result, the engineers dixabling valve is unlocked and can be Setli'i open position by the engineer, and he can then recharge the train line, release the brakes, proceed, with solenoid reenerglzed ready for another automatic brake application. 1 In thus proceeding again, the engineer will be held down to ten miles per hour as long as he is in dead territory or in a caution block, for the reason that at this time the rotary element N has made its complete movement and its mutilated part is opposite the worm Where it remains at rest and with the thirty-five mile circuit broken because of the insulated sector 352' having been ongaged by the rotary contact 35m. Should, therefore, the engineer increase his speed to above ten miles per hour, the speed indicator contact SIC will get on the strip 35 and because this strip is Wired to contact 35m, this circuit will be broken at the now underlying insulating sector 35d and the brake solenoid will be deenergized and the brakes will go on again. Furthermore, it will be obvious that when the train has been stopped auton'iatically in a dead block, the engineer may release the brakes (his disabling valve having been opened) and start up again and proceed into the occupied block (which an energized block). Under this condition primary rela PR will be recnergized and its contact will close on CL and. 7:6, and the 't'ollowing circuit will be made: from neutral tap oi the battery through armature of PR, contact CL, through the DR magnets, green light to negative. Also the current from plus of battery will go through FS, 30, PHS', SIC, ten M. P. H. strip 10 of speedometer to the negative of the battery. During this time LO still remains in its fallen position, lockng Worm DS against the attraction of the.

magnets DR, With the worm gear in mesh with its mutilated part, so that contact 35m is over insulating sector 35, and the 35 M.

P. H. circuit is open.

dition, if the engineer attempts to accelerate above ten M. P. FL, the contact SIC of speed indicator SI will leave the ten M. P. H. strip 10, and as the thirty-five M. P. H. strip is deenergized, an automatic application will result. This makes it obvious that he cannot go at unrestricted speed in an occupied block, and he can determine whether the block is occupied or not by the lights being green and red, as only under this condition will those two lights be lighted at the same time. Under the above condition, the engi neer cannot resume a higher speed until the advance caution condition prevails, resulting in releasing lock L0, and rotary member N restoring to normal position.

Caution block moderate speed, of say thirty-five M. P. 1-1.: in this condition all contacts at primary relay PR are open; solenoid is energized the same as just stated above when SIC got on the thirty five M. P. H. strip 35. Braking will occur when rotary contact 3577?. gets on insulating sector 352'. V

There is this difierence between this condi tion and the one described above, i. e., high speed in caution block, in that no'secondary braking takes place in the example now being'considered, i. e., moderate speed in a caution block.

Prohibtioe high speed clear block.

The apparatus is in the condition brought about by the engineer exceeding the predetermined high speed limit,'which is arbitrarily set at seventy miles per hour. It will be noted that the speed indicator contact SIC, in accordance with the speed of the train, has left the high speed segment H53 and opened the high speed circuit controlled by said segment HSS, and at the same time has opened another circuittraced as follows: from the neutral tap of the battery, PSC (prohibitive speed contact), PHS (prohibitive high speed segment), through the retarded magnet PM, magnet DVM (disabling valve magnet), to the negative.

side of the battery. This circuit is broken by reason of the contact'arm SIC forcibly opening the contact at PSC and this in turn opens the EAV circuit at PHS by deener- A brake application will be had which will retard the movement of the train and cause the indicator contact SIC to move anti-clockwise until it again reaches the HSS segment, when the above described prohibitive high speed. circuit will be closed at PSC, closing PHS, and the solenoid 30 will be energized again, andboth magnet-s PM and DVM, by the closing of this circuitat PSC, will again be energized, closing.

PHS and openin up communication between pipe 51 and the engmeers d sabling valve, automatically a'llowlng the brakes-to be released by recharging the train pipe, as

Assuming that the prohibitive high speed condition above described takes place in: a clear block, the green light will be lighted through a circuit as follows: plus of battery, CL, DR magnets, green light, to minus of battery. 4

The disabling valve lock DVL may be controlled through the no speed contact OS alone, i. e., without using the circuit closer D at the solenoid 30 as a secondary circuit closing means, but I prefer the arrangement first described in which both controls are present. 7

Reverting to Fig. 2: I have already partly described this mechanism, which represents elements of the diagram Fig. 1, in modified form and arrangement, andit may be fur 'ther said that the lock LO in this form of the invention is formedby the solenoid core and a collar 4c? on the same sleeve with the shiftable pinion spi. This collar withthe sleeve and pinion is pressed rightward by a spring as. The sleeve has an armature a?" attached to it which is attracted by the mag net DR when energized to hold the'pinion syn normally out of engagement with the mutilated gear N. In this figure the contacts C and 35m are fixed instead of being rotatable, as in the diagram,'and the current distributer ccZ rotates instead of being fixed, as in the diagrams. The segments 358, y, 7, correspond to those marked in the diagram, Fig. 1.

hen the magnet DR is cleenergized the spring as forces the sleeve rightward to make pinion sp mesh with the mutilated gear N and at the same time the collar 4 will move rightward and lock LO will drop behind, it thus holding pinion spa in engagement with gear N. The sleeve of pinion 8372' is driven by a gear 32, pinion 83, shaft 34 and gearing 3-5. This Fig. 2 also shows a modified arrangement of means to bring'the train down from a prohibitive high sp 7 d. This new CJi sists of a valve 76 for releasing equalizing reservoir air through by-pass port 52 and thus reducing pressure in the equalizing piston chamber of the engineers automatic service valve H when the travelling contact SIC of the speed indicator is turned to the prohibitive high speed position, correspond ing to contact strip PHS of the diagrams. WVhen this transpires the shaft or tubular valve 19 will have been turned to cause a cam 19 thereon to force the valve 76 open and allow equalizing reservoir pressure to escape to atmosphere through the loy-pass port 52 and restricted port 57 to thus apply the brakes. As soon as the speed of the train is reduced the shaft 19 will have turned to bring the low )art of the cam to the stem of valve 76*, allowing this valve to close under spring pressure and thus stop furtherreduction of pressure in the equalizing piston chamber D of the \Vestinghouse system. The engineer can now recharge the train line and release the brakes, because in the above automatic action no air has been supplied to the engineers disabling valve and this remains open. This is due to the fact that the oassage 52 bypasses the electric air valve 4 AV and the passage leading I to the pipe 51 through which the disabling valve is operated.

It will be understood that instead of using the apparatus shown in Fig. 2, other forms of automatic air release valves may be em- Cir ployed.

Fig. 5 illustrates another form of mechanism for operating the hand SIT-l of the speed indicator from the rotor 15;

, Dead head oaloe of second engine.

I have provided means whereby the operation of what is known as the dead head valve or cut-out cock of an engine to closed position for rendering said engine dead as to capacity to apply the brakes will prevent the brake solenoid of the dead engine from becoming deenergized, releasing train line air and applying the brakes. cock in air brake systems, generaly, is located under the engineers automatic brake valve in the train pipe. I show in Fig. 1

such a valve at DHV. In my improvement it has a circuit closer 00 combined therewith, which, when the cock is set in closed position to make the engine dead as to application. of the brakes, will close a circuit to the solenoid 30 and keep this energized under all conditions of the block, so that there will not be any release of train line air at this When this engine is coupled as a second engine in a train it is rendered deadby the closing of the cut-Out cock, and on the other hand, this cock is opened to restore control to the engineer when his engine is used alone or as a first The cutout.

engine. In the latter case the circuit just The apparatus above described Will work equally well whether the vehicle is running either forward or backward, for will be noticed that the rotary distance control mechanism RDC will operate the same in either direction and exert like control under like conditions and so far as the speed indicator is concerned, this works always in the same direction, whether the train is moving forward or backward, its operation depending upon the operation of the weight 15, and this is influenced as to its inclined position by speed alone, and not by direction of movement of the vehicle.

It willbe understood, of course, that in stead of employing the compartment receptacle 25, shown in 2, combined with the solenoid valve EAV, this valve may be employed in connection with other means for reducing equalizing reservoir air pressure and causing a brake pipe reduction.

Tracie circuits.

The presence of a potential drop in one of the track railsi. e., of a current flowing through that rail, is the means whereby the engine clrcuits are controlled through the primary relay to give a clear signal, its

absence the factor for controlling the display of the caution or danger signal in the cab and the stopping of the train, and the reversal of the polarity of this current is the means whereby the engineer is advised that he is approaching a caution signal.

Referring to the diagram, Fig. 10, this shows wiring for only four blocks with advance indication in but three blocks. This wiring governs only the condition oi uninections and contacts it may be applied to any desired conditions of train movement, and for double directional trafiic.

The circuits used are D. C. polarized circuits of the double rail type, but the invention is not limited to this. The imposed circuits are carried to the rails over two No. 6B. and S. gage copper wires and equalized by keeping the voltage in the two rails balanced with the line. The imposed voltage is approximately 10 volts per circuit. In order to get the advance indication the polarity is reversed on the imposed circuit. Current is required in each block section to permit the train to proceed and in this manner the cuit or the diagonal wired double rail imposed circuit. These have been designed to meet varying conditions and their application is not confined to D. C. steam road operv ation.

A detailed description of the circuits follows vcuit as follows Left rail: plus of the main battery'llll contact 11 1, pole line, contacts 115 and 116, left rail from point 118 to 151, conductor 151119, contacts 119110, contact 111, minus of battery. v

Right rail: plus of the main battery III,

contact 122, pole lino, contacts 123-12 1, right rail from point 117 to 161,conductor entering this latter block will be stopped Til automatically by the absence of control cur rent in the rails. Relay B of block #23 is shown energized. This condition will exist when blocks #4 and #5 are clear. VVorkin circuit for this relay is: relay B00, point 12?, pole line, plus of the main battery IV on block #4, minus of battery, contacts 181171, ri ht rail from 161 to 117, contact 12 1, relay Bay. If, however, relay Ax on block #5 is decnergized, by presence of an other train in this block, contacts 171-181 will open above described circuit of relay and its contacts drops Contact arms of relay B00 will reverse the direction of main circuit on block #3, as can be easily traced from the drawing, this opposite direction of current in the rails will light an additional advance signal in the cab of the locomotive, as already described.

It must be understood that relay Bmindicated at block intersection 82.2 should be from ramp systems or systems operating on the inductive system, but the invention is not limited to the use of direct current to be picked up from the rails by the primary relay.

This primary relay is of the form disclosed in myprior applications, andit may be the lVcston Model DArsonval galvanometer, as shown in Fig. lldiagrainmatically, a This relay like that made by The Weston Electrical Instrument 00. 01 Newark, N. 5., under patents of the United States granted Nov. 6, 1888; apnea, 1890; Feb,

17, 1891; Dec. 19, 1893; 0on4, 1898; and d July 16, 1901. r

This isshown in Fig. 1, in which the pointer or swinging contact arm is carried by a spool'or coil p arranged to turn between the pole pieces ofa magnet 2 when current passes through the coil from the rail or rails, and thus set the arm against its contact. I 1

The rail or frame of the vehicle provides a bridge bet-ween the terminals of the coil or spool and the current produced by the tendency of the spool to vibrate, when re ceiving no current from the rail, and when subjected to jar a shock will oppose-the vibration of the coil and thus maintain the pointer or swinging arm in neutral position out of engagement with its contacts, thus rendering the relay suit-able for controlling apparatus on alocomotive where more or less vibration necessarily takes place. In the drawing the spool is shown as con-' necte directly with its leads, the coil springs ordinarily used between the ,spool'terminals and the leads being omitted for clearness of illustration. v v

The current is conducted to'the primary relay PR from the traflic rails without am.- plification or augmentation through the brasses of the journal boxes to which brasses the ends of the conducting wire are electrically connected, so that the current" passes up from" the rail through the wheel, the

'b'rasses, the conducting wire, the primary system.

The primary relaymay be connected up with the'brasses of the locomotive, or at one end with the brass of the front wheel of the. locomotive, and at the other end with the brass of the rear wheel of thetcnder, or the connection may be made in any of the ways v shown in my prior application;

The locomotive and tender is of standard type, no insulation ofaxles, wheels or other parts of the standardequipment is used in my invention, and no brushes and collector rings are employed in transmitting thecurrent from the wheels or axles to the-primary relay.- s V 1.'In combination, in train control apparatus, afprimary relay, an electro-mag netic brake device, a speedometsrhaving movable member to make electrical contact at high speed of the vehicle and tomake another contact at a lower speed, said speedometer having also a moderate speed con tact, means for operating said member by the movement of the vehicle, a distance control mechanism having a member to be driven by the movement oi the vehicle and controlled by the primary relay to remain at rest when said primary relay is energized and to be driven when the primary relay is deenergized, said di ance control mechanism when in actiomclosing a contact to cooperate with the moderate speed contact of the speedometer to maintain the circuit through the electro-magnetic brake device .lor holdin the brakes oil for a prescribed distance or vehicle travel in the dead block and then breaking said circuit, and a highspeed contactat the prnnary relay cooperating t n the high speed contact of the speedometer to maintain the circuit throi'igh the electromagnetic device at high speed in a clear block, said primary relay breaking said circuit on dead territory, substantially described.

2. In combmation,1n train control apparatus, a primary relay, an electro-magnetic brake device, a speedometer having a movable member to make electrical contact at high speed of the vehicle andto make another contact at a lower speed, said speedometer having also moderate speed contact, means for operating said member by the movement of the vehicle, a distance control mechanism having a member to be driven by the movement or the vehicle and controlled by the pr1mary relay to remain at rest when said primary relay is energized and to be driven when the primary relay 1s deenergized, sa1ddistance control mechanism, when in action, closing a contact to] cooperate with the moderate speed contact of the speedometer to maintain the circuit through the electro-magnetic brake device for holding the brakes off for a prescribed distance or vehicle travel in the dead block, and then breaking said circuit, and a high speed contact at the primary relay cooperating with the high speed contact of the speedometer to maintain the circuit through the electro-magnetic device at high speed in a 7 clear block, said primary relay breaking said circuit on dead territory, said distance conoperating said member by the movement of the vehicle, a rotary distance control mechanism having a magnetcontrolled by the primary relay, and having a rotary element which normally inactive, with means for rotating the same from the train movement when said magnet is deenergized upon the primary relay assumingneutral position, a

hi 'h speed contact at the primary relay, said coiitact cooperating with the high speed contact of the speedmneter to maintain the circuit through the electro-n'iagnetic brake device, an electric contact at the rotary dis- 'illllCB control mechanism cooperating with the lmver speed contact of the speedometer to maintain the circuit through the brake deice jior a prescribed distance of vehicle travel when said vehicle is proceeding at said lower speed with the primary relay in neutral position, and the rotary distance control mechanism in action, and breaking said circuit after the prescribed distance into the block has been traversed, all of said elements being on the vehicle, substantially as described.

l. In combination in train control apparatus, a primary relay, an electromagnetic brake device, a speedometer having a movable member to make electrical contact at high speed of the vehicle and to make "another contact at a lower speed, means for operating said member by the movement of the vehicle, a rotarydistance control mechanism having a magnet controlled by the primary relay, and having a rotary element which is normally inactive, with means for rotating the same from the train movement when said magnet is dcenergized upon the primary relay assuming neutral position, a high speed contact at the primaryirelay,

said contact cooperating with the high speed contact of the speedometer to maintain the circuit through the electro-magnetic brake device, an electric contact at the rotary distance control mechanism cooperating with the lowerspeed contact of the speedometer to maintain the circuit through the brake device for a prescribed distance of vehicle travel when said vehicle is proceeding at said lower speed with the primary relay in neutral position, and the rotary distance control mechanism in action, and breaking said circuit after the prescribed distance into the block has been traversed, all of said elements being on the vehicle, said rotary distance control mechanism rotatingveither forward or backward according to the direction of travel of the vehicle and producing like action in either case, substantially as described.

5. In combination in train control apparatus, a primary relay, an electramag netic brake device or solenoid, a speedometer having a travelling member to'make an electrical contact at high jspeed, another the at moderate speed and another at a sale low sp ed, a distance "control mechanism having a i let controlled by the primary relay, and hi g a movable member which is nor ally inactive, with for giving nus travelling movement iron'i the trai niowunent, when said magnet is de energized upon the primary relay assuming neutral position, a high speed contact at the primary relay, said contact cooperating with the high speed contact of the speedometer to maintain the circuit through the brake solenoid, a moderate speed contact closed at the distance control meclrinism by the movement or" its movable member and coopera j with the moderate speed contact of the speedometer to maintain the circuit through the brake solenoid for a prescribed distance oi? vehicle travel when said vehicle is proceeding at moderate speed with the primary relay neutral, and breaking said moderate speed circuit through the brake solen id and speedometer after the prescribed distance has been traverscdby the vehicle into the block, said low speed contact of the speedometer reenergizing the circuit through the brake solenoid when the movable member of the speedometer passes onto the same from the moderate speed contact, all of said elements being on the vehicle.

combination in train control apprimary relay, an. electro-magbrake device or solenoid, a speedoma travelling member to make trlcal contact at high speed, another noccrate speed and another at a low Mail, a cistance control mechanism having magnet controlled by the primary relay,

1 nary relay, said contact cooperating with n18 highspeed contact of the speedometer to maintain the circuit through the brake sol noid, a moderate speed contact closed at the distance control mechanism by the movement of its movable member and cooperatir with the moderate speed contact or" the speedomete o maintain the circuit through the brake so noid for a prescribed distance of vehicle tavel when said vehicle is proceeding mod rate speed with the primary relay neutral, and breaking said moderate speed circuit through the brake solenoid and speedometer after the prescribed distance has been traversed by the vehicle into the block, said low speed contact of the speedmeter reenergizing the circuit through the e solenoid when the movable member ihe speedometer passes onto the same re-m the moderate speed contact, an engineers disabling valve, a lock therefor, and

a contact at the speedometer controllingthe s ieedometer indicates said prescribed speeds,

and for opening'said circuit breaker whena high prohibited speed is attained until the speed has been lowered again to that prescribed, whereupon the circuit of said brake device will be reenergized by the closing of said circuit breaker, for the release of the brakes, substantially as described.

8. In combination in train stop apparatus, a primary relay, a brake applying device, a speedometer having a plurality of contacts to'close circuits through said brake applying device at various prescribed speeds, and a rotary distance control element set in operation by the primary relay assuming neutral position, with means for driving it from the vehicle at speeds varying with the speed of the vehicle, said rotary distance control closing a moderate speed contact and cooperating with the moderate speed contact or" the speedometer, and controlling the energizing of the brake applying device to hold the brakes oil for a prescribed distance of travel of the vehicle in dead territory, substantially as described.

9. In combination in train stop apparatus, a primary relay, a brake applying device, a speedometer having a plurality of con acts to close circuits through said brake applying device at various prescribed speeds, and a rotary distance control element set in operation by the primary relay assuming neutral position, with means for driving it from the vehicle'at speeds varying with the speed of the vehicle, said rotary distance control closing a moderate speed contact and coopcrating with the moderate speed contact of the speedometer, and controlling the energizing of the brake applying device to hold the brakes off for a prescribed distance of travel of the vehicle in dead territory, said rotary distance control turning either forward'or backward according tothe direction of travel of the train and having its contacts operating similarly for either direction of motion, substantially as described.

10. In combination in train stop apparatus on the vehicle, a primary relay, a brake solenoid, a speed indicator having a movable contactmember and cooperating contact members to close circuits through thebrake solenoid at various speeds, one for high 

